Railway-car



vF. W. WOLFF.

RAILWAY CAR.

IILICATION FILED APR-29, I9I9- L3Q9333. Patented Oct; III, 1921.

2 SHEETS-SHEET I.

I I l I I I l Il li IIa @III I I @Ll I IlvII-III-IIIIIIIII I I I .L0 w//f M I /l I I I I I I l I I I I I I I I I I I F. W. WOLFVF.

Y RAILWAY CAR. APPLICATION FILED APR. 29, 1919.

Patented Oct. H, IQZI.

2 SHEETS-SHEET l. TED STATES i `:FRANK rif-Worse .or @cremeren rsNesiYnveNra `ASSIGNOR T0 WALTER `1- .Mueren or New roar, `ri RAILWAY-.Cea

vSpei'iiiicatoii of lLetters `QEatent.

Patentedct- M, 1192i Y.dApplicationfiled April k29, 1919. Serial No. 293,405;

" To all 'whom' t may concern i prcvision of `a reinforcement" for "the wooden end walllof'alrailway boir'car. Theendwall y `o f a railwayboii car is subject to lthrusts and pressures roftheladingV due'fto inertia and also to racking strains due to the tendency ofthe fear body to weave o'rswing'sidewise and .forward and on the underframe in starting and stopping, rounding Curves and passing oyer inequalities ,of thetrack. The cargo thrusts are heaviest ordinarily at A"the bottom the iwall becausevthe heavierarticles .ofthe lading `Mare Uusually placed 01.191' meer the'eerf But the Weaving stresses are necessarily most pronounced in the upperpart foftheboir structure.4 Having these conditions rniiid,'myA invention pro- `vides a reinforcing structure .for the end wall 'g ,of metal, lthe inyention contemplating both 1'economy of manufacturing cost and also "such distribution of the metal of the rein` ,forcement as "will minimize weight while of a railway car whichis calculated to give maximumstrength and rigidity -to the end of the car by the use of a minimum amount meeting the requirements of Astrength and durability of the structure. A

The invention is illustrated, in a preferred embodiment saguenay@ @eme wherein- Figure 1 is an end elevation of the super structure of` a railwayboxcar reinforced in accordance with my invention.

Fig. 21's a'sectional plan on line 2,-.-2` of Figi'.

rig. 3 is car with the roof structure removed.V

d Fig. 4jis`a vertical sectional elevation the reinforcing structure.'

F'g. 5 v's a diagram of one of the blanks froniwhich the upright members constitut-` ing part-ofthe `end ieinforcement arelmanufactured, and

` ,'.iiee eine' are cereali-alegrias the j 'a plan view of ,one end ofthe cross sectional configurations of the reinforcingmembers at different points along their length, these figures being sectional Views on'lines 6 6, Z4-7 and `S--Sof Fig. 4. Like Characters of reference designate like parts in the several figures of the drawings.

Referring to the drawings, l0 designates the end sheathing of the car, 11 the inner end lining, 12 the corner Vposts,"13 the end posts,

`14C the diagonal braces, `15 the end sill, 16 the end plate and 17 the side plates. The car is provided preferably with two substanis in the for-m of a channel bar, the channel of which fis of gradually diminishing depth toward lthe top and the over Malllwidth of -which gradually increases toward the top.

The `interift-ming portion between the lines a--a and b4-5 isof a changing conguration which merges the Z formation into the channel formation. By so forming the upright members they are given very considerlable strength at the bottom to resist the cargothrusts against the lower portion of the end wall of the car; The `Z formation which extends preferably about one-third up the end wall, has great strength in the direction longitudinally of the car because of the depth of the outstanding web 211 of the Z, Jthe word depth being usedfin the claims Mas defining thisdimension. The flanges 25 of the lreinforcing members are fastened to the car wall in any suitable manner as, for example, by bolts 26' through the end sill, bolts 27 through the end posts, and bolts28 `through the en I plate, the upper portions of the reinforcingmembers, while of less depth than the lower portions, have wider lateral spreadso that they are `particularly calculated to resist the weaving strains to which the upper part of the superstructure of a boX car is subjected. rlfhe iianges 29 at the upper ends of the reinforcing members are preferably secured .to the end plate by bolts `30,. Stand at quite a vdistance `tially upright reinforcing members` 18 from bolts 28 so as to give the construction strength to withstand lateral stresses. Preferably ther lower ends of the reinforcing members have riveted thereto short angles 31 which are secured to the'end sills by bolts 32.

The upper ends of the reinforcing members are preferably united with a bracing` structure, which may be of any suitable character, within the car. This bracingstructure is shown as consisting of an angle bar 33 secured to the inside of end plate 16 by bolts 34 and a pair of crossed braces 35 riveted to the angle 33 and to short angle bars 36 which are bolted to the side plates 17 of the car frame, the braces 35 being fastened together at their intersection by a plate 87.

I claim:

1. A metal reinforcement for the wooden end wall of a railway car, comprising a pair of substantially upright reinforcing members of maximum depth and minimum width at the bottom and maximum width and minimum depth at the top, and means for anchoring said members to the under frame and roof frame of the car.

2. A metal reinforcement for the wooden end wall of a railway car comprising a pair of `substantially upright reinforcing members which are of Z formation at the bottom and of channel formation at the top, and means for anchoring said members to the under frame and roof frame of the car.

3. A metal reinforcement for the wooden end wall of a railway car comprising a pair of substantially upright reinforcing members which are of Z formation at the bottom and of channel formation at the top and are of maximum depth and minimum width at the bottom and maximum width and minimum depth at the top, and means for anchoring said members to the under frame and roof frame of the car.

4. A metal reinforcement for the wooden end wall of a railway car comprising. a pair of substantially upright pressed steel members relatively narrow but deep for about one-third of the distance from the floor of the car to the roof, and of diminished depth andf increasing width from this level to the roo 5. A metal reinforcement for the wooden end wall of arailway car comprising a pair of substantially upright pressed steel members of Z formation for about one-third of the distance from the floor of the carto the rocf and of channel formation at their upper en s. .f

6. A metal reinforcement for the wooden end wall of a railway car comprising a pair of substantially upright pressed steel members of Z formation for about one-third of the distance-from the floor of the car to the roof and of channel formation at their upper ends, the channel portion being of gradually diminishing depth and increasing width toward the top of the car.

7. A metal reinforcement for the Wooden end wall of a railway car comprising a pair of substantially upright pressed steel members of Z formation for about one-third of the distance from the floor of the car to the roof and of channel formation at their upper ends, the channel portion being of gradually diminishing depth and increasing width toward the top of the car, and the Z portions of uniform section.

8. A metal reinforcement for the wooden end wall of a railway car comprising a pair of substantially upright pressed steel members, the lower portions of which are of Z formation, the upper portions of which are channel formations and the intervening portions shaped to produce a merging of the Z formation into the channel formation.

9. A metal reinforcement for the wooden end wall of a railway car comprising a pair of substantially upright pressed steel members, the lower portions of which are of Z formation and uniform cross section, the upper portions of which are channel formations and the intervening portions shaped to produce a vmerging of the Z formation into the channel formation.

10. A metal reinforcement for the wooden end wall of a railway car comprising a pair of substantially upright pressed steel members, the lower portions of which are of Z formation and substantially uniform cross section, the upper portions of which are channel formations of diminishing depth and increasing width toward the to and the intervening portions shaped to produce a merging of the Z formation into the channel formation.

11. A pressed steel member composed of a rectangular sheet of metal one end of which member has a Z formation of uniform cross section for some distance and the other end a channel formation of diminishing depth and increasing width in the direction away from the Z formation.

12. A pressed steel member composed of a rectangular sheet of metal one end of which member has a Z formation of uniform cross section for some distance and the other end a channel formation of diminishing depth and increasing width in the direction away from the Z formation, and an intervening portion at which the Z formation merges into the channel formation.

13, An integral pressed steel member, the cross sectional area of the metal of which is uniform from end to end and which has an end portion of uniform Z shape in cross section., an end portion which is in the form of flanged channel of gradually decreasing width and increasing depth toward the Z conguration, and an intervening portion of constantly changing cross section whereby the upper portions of which are in the form the Z configuration is merged into the chanof channelsV having outstanding lateral nel conguration. y flanges, and the intervening portion shaped 10 14. A metal reinforcement for the wooden so as to produce a merging of the Z forma- 5 end wall of a railway car comprising a pair tion into the channel formation.

of substantially upright steel members, the lower portions of which are of Z formation, FRANK W. WOLFF. 

